Operation and

Maintenance Manual

First Edition 1 November 1989 250B17F

Revision 10 1 May 2004 250B17F/1
250B17F/2

Publication ref. CSP21008

Export controlled
This document may contain information whose
export is restricted by the Arms Export Control
Act (Title 22, U.S.C., Sec 2751, Et Seq.) or the
Export Administration Act of 1979, as amended,
(Title 50, U.S.C., App. 2401, Et Seq.). Violations
to these export laws are subject to severe criminal
penalties.

Liability disclaimer
This information is given in good faith, based on
the latest information available. No warranty or
other representation is given concerning such
information, which must not be taken as
establishing any contractual or other commitment
by the company or any of its subsidiaries or
associated companies

Proprietary rights legend

RollsRoyce Corporation
This technical data and the information embodied
herein is the property of and proprietary to
RollsRoyce Corporation, and shall not, without
prior written permission of RollsRoyce
Corporation be disclosed in whole or in part to
third parties. This legend shall be included on
any reproduction of this data in whole or in part.

E2004 RollsRoyce Corporation

Printed in USA

Federal Aviation Administration Approved

Rolls-Royce Proprietary Data Uncontrolled Printed Copy
 RollsRoyce
250B17F SERIES OPERATION AND MAINTENANCE

NOTICE These data are furnished with the understanding that they will be used for operational,
service, maintenance, and overhaul purposes only, and not to manufacture or procure
the manufacture of the part shown and/or described.

NOTICE RollsRoyce intends that the procedures and guidelines set forth in this publication be
used for the operation, maintenance, repair or overhaul of authorized RollsRoyce parts.
RollsRoyce has determined that these procedures and guidelines may not be accept-
able for use on parts manufactured by entities other than RollsRoyce or RollsRoyce
approved vendors and suppliers.

Preliminary Edition 1 February 1988

Preliminary Edition 1 July 1988

First Edition 1 November 1989

First Revision 1 February 1993

Second Revision 15 December 1995

Third Revision 15 December 1996

Fourth Revision 15 December 1997

Fifth Revision 15 July 1999

Sixth Revision 15 September 2000

Seventh Revision 1 May 2001

Eighth Revision 1 May 2002

Nineth Revision 1 May 2003

Tenth Revision* 1 May 2004

* Publication reference number changed from GTP52432 to CSP21008 this revision.

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WARNING: SNOW OR ICE SLUGS CAN CAUSE THE ENGINE TO FLAME OUT. BE SURE AVAILABLE
PREVENTIVE EQUIPMENT IS INSTALLED AND IN PROPER WORKING ORDER WHEN
FLYING IN CONDITIONS WHERE SNOW OR ICE BUILDUP MIGHT OCCUR. CONSULT
THE AIRCRAFT FLIGHT MANUAL FOR REQUIRED EQUIPMENT AND PROCEDURES
FOR FLIGHT IN FALLING/BLOWING SNOW.
WARNING: SAND AND DUST WILL ERODE COMPRESSOR VANES AND CAUSE THEM TO FAIL.
WARNING: SALT LADEN HUMIDITY AND CHEMICALS WILL CORRODE COMPRESSOR BLADES AND
VANES AND CAUSE THEM TO FAIL.
5. Operating Precautions

Observe the following precautions to reduce the danger of personnel injury or damage to the engine.

A. Before operating the engine, check the air inlet for foreign objects. Refer to Compressor Inlet Air
Blockage, PARA 1.C.(5), 720000, EngineInspection/Check if operation with inlet blockage is
suspected.

B. If the engine does not operate within Operating Limits, PARA 6., this section, take the designated
action.

C. If the aircraft is frequently operated in dusty or sandy areas, periodic erosion inspection is
recommended. Refer to Erosion Inspection, PARA 1.C.(9), 720000, EngineInspection/Check.

D. If a flameout has been experienced as the possible result of snow, ice, or water ingestion, refer to
Snow Ingestion Inspection, PARA 1.C. (10), 720000, EngineInspection/Check.

E. If the aircraft is being operated following an extended period of inactivity, refer to Special
Inspections, Table 603, 720000, EngineInspection/Check, for recommended action.

F. If the engine is operated in a salt water environment it must be subjected to a water wash. Refer to
Salt Water Contamination Removal, PARA 5.A.(1), 723000.

G. If the installed engine will be shut down for more than five calendar days the compressor must
receive an application of preservative. Refer to Compressor Preservation, PARA 12, 720000,
EngineServicing.

720000
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Table 101 (cont)
Item Trouble Probable Cause
14 Idle speed too low. (cont) Dirty compressor.
Gas producer fuel control idle
adjustment incorrectly set.
Loose pneumatic fitting or
cracked pneumatic line caus-
ing air leak in control system.
15 Idle speed too high. Incorrect gas producer lever
setting.
Malfunctioning tachometer.
Fuel control Py orifice con-
taminated.
Gas producer fuel control idle
adjustment incorrectly set.
16 Oil pressure drops off Oil supply low.
severely.
Oil pressure transmitter or in-
dicator giving false indication.
Regulator valve sticking or
broken spring.
Defective oil pump.
17 Engine operated more than Low oil quantity.
30 seconds without oil pres-
sure.
Improper servicing after oil
change.
Rolls-Royce Proprietary Data Uncontrolled Printed Copy
Remedy
Clean compressor and bleed
valve. (Refer to Compressor
Cleaning, para 6., 723000.)
Correct the setting. (Refer to
Idle Speed Setting, para 3.A.,
732002.)
Pressurize the system to
check for leaks. (Refer to
Fuel Control System Pneu-
matic Leak Check, para 2.C.,
730000.)
Check lever position and rig-
ging. (Refer to Rigging
Check, para 1.A., 760000.)
Replace tachometer.
Clean orifices, (Refer to para
4.B., 732002.)
Correct the setting. (Refer to
Idle Speed Setting, para 3.A.,
732002.)
Check oil supply and refill as
necessary.
Check transmitter or indicator
and repair or replace if nec-
essary.
Clean or replace spring.
Replace pump or send power
and accessory gearbox to an
overhaul facility. (Refer to
applicable part of Gearbox
Disassembly and Assembly,
para 2., 726000.)
Remove engine and send to
an Authorized Maintenance
Center (AMC). (Refer to
EngineServicing, Engine
Operated With No Oil
Pressure, para 11. D. 1.,
720000.)
Remove engine and send to
an Authorized Maintenance
Center (AMC). (Refer to
Engine Servicing, Engine
Operated With No Oil
Pressure, para 11. D. 1.,
720000.)
720000
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Table 101 (cont)

Item Trouble Probable Cause Remedy

17 Engine operated more than Oil pump failure.
30 seconds without oil pres-
sure. (cont)
18 Excessive oil pressure fluc- Air in sensing line.
tuation.
Gage records inaccurately.
Faulty pressure regulating
valve.
Oil contamination.
Low oil quantity.
Wear of filter housing due to
vibration of filter inlet and
filter bypass tubes.
Oil filter inlet tube assembly
too short.
19 Low oil pressure. Lack of oil in reservoir.
Gage records inaccurately.
Oil leaks.
Clogged oil filter.
NOTE: If oil filter is clogged with carbon, inspect and clean the power turbine support pressure oil
nozzle, the power turbine support scavenge oil strut and the external scavenge oil sump.
(Refer to para 6.E. and 6.F., 725000.)
CAUTION: DO NOT MAKE A PRESSURE REGULATING VALVE ADJUSTMENT TO CORRECT
FOR A RAPID CHANGE IN OIL PRESSURE. THESE CONDITIONS ARE CAUSE TO
SUSPECT OTHER OIL SYSTEM PROBLEMS HAVE DEVELOPED.
Remove engine and send to
an Authorized Maintenance
Center (AMC). (Refer to
EngineServicing, Engine
Operated With No Oil
Pressure, para 11. D. 1.,
720000.)
Bleed line.
Check gage and transmitter.
Replace the valve.
Drain and replace filter.
Inspect magnetic chip detec-
tors for metallic particles.
Thoroughly flush with engine
oil while motoring engine.
Drain and refill with engine
oil.
Check for excessive
consumption
Replace packings on the inlet
and bypass tubes and/or
replace the filter housing
(as required)
Dimensionally inspect tube
length per para 2. D. (1).,
726000.
Fill reservoir with correct oil.
Check gage and transmitter.
Check all piping connections
and the gearbox splitline.
(Refer to Gearbox Coverto
housing Assembly, para 2. J.,
726000, for assembly tech-
nique to prevent splitline leak-
age.
Clean or replace oil filter. (Re-
fer to para 1.C., 726000.)

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Table 101 (cont)
Item Trouble Probable Cause
19 Low oil pressure. (cont) Oil pressure not adjusted.
NOTE: Before attempting oil pressure regulator adjustment, make sure that minimum N1 RPM of
94% is attained during periods of reported low oil pressure readings.
Increase in oil pump internal
clearances or sheared drive.
Oil contamination.
Wear of filter housing due to
vibration of filter inlet and fil-
ter bypass tubes.
Oil filter inlet tube assembly
too short.
20 High oil pressure. Oil pressure gage and trans-
mitter records inaccurately.
CAUTION: EXCEPT FOR INITIAL ADJUSTMENT ON NEWLY INSTALLED ENGINES, DO NOT
ADJUST THE PRESSURE REGULATING VALVE TO CORRECT FOR HIGH OIL
PRESSURE. DO NOT MAKE A PRESSURE REGULATION VALVE ADJUSTMENT TO
CORRECT FOR A SUDDEN INCREASE OR RAPID CHANGE IN OIL PRESSURE.
THESE CONDITIONS ARE CAUSE TO SUSPECT OTHER OIL SYSTEM PROBLEMS
HAVE DEVELOPED (SUCH AS CLOGGED BEARING OIL JETS) AND CAN RESULT IN
BEARING FAILURE.
Pressure regulating valve im-
properly adjusted.
Clogged oil passage(s).
Rolls-Royce Proprietary Data Uncontrolled Printed Copy
Remedy
Adjust oil pressure regulating
valve. (Refer to Oil Pressure
Regulating Valve, para 3.A.,
(726000.)
Replace pump or send power
and accessory gearbox to an
overhaul facility. (Refer to ap-
plicable part of Gearbox Dis-
assembly and Assembly,
para 2., 726000.)
Drain and replace filter. In-
spect magnetic chip detec-
tors for metallic particles.
Thoroughly flush with engine
oil while motoring engine.
If carbon and sludge deposits
are found, inspect the oil tank
for similar deposits. If
deposits are found, remove
and clean the airframe oil
tank and flush the airframe
engine oil system in
accordance with the
applicable airframe
manufacturers manuals.
Drain and refill with engine
oil.
Replace packings on the inlet
and bypass tubes or replace
the housing (as required).
Dimensionally inspect tube
length per para 2. D. (1).,
726000.
Check gage and transmitter.
Readjust oil pressure regulat-
ing valve. (Refer to Oil Pres-
sure Regulating Valve, para
3.A., 726000.)
Remove engine.
720000
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(3) Reject tubes having dents or chafing on the flared ends or on the retention clamps.
(4) Reject tubes with dents exceeding 1/8 in. (3 mm) depth or having a sharp radius.
B. Flared Tubes
WARNING: PROPER TIGHTENING OF ENGINE TUBING CONNECTIONS IS CRITICAL TO
FLIGHT SAFETY. CORRECT TORQUE VALUES MUST BE USED AT ALL TIMES.
EXCESSIVE TORQUE ON PNEUMATIC SENSING SYSTEM CONNECTIONS
RESULTS IN CRACKING OF THE FLARE OR ADJACENT TUBE AREA IN
CONTACT WITH THE FERRULE. THIS PRODUCES AN AIR LEAK WHICH CAN
CAUSE FLAMEOUT, POWER LOSS, OR OVERSPEED.
CAUTION: FAILURE OF ENGINE PNEUMATIC OR FUEL TUBES DUE TO FAULTY
MAINTENANCE PRACTICE COULD CAUSE FLAMEOUT, POWER LOSS, OR
OVERSPEED.
Tube assemblies must fit and be aligned with the mating flare tube fittings to the degree that at both
ends of the assembly the flares shall be uniformly seated in a free state on the cones of the mating
fittings. The fit shall be without distortion or stretching of the tube assembly and to the degree that
the nuts can be fully engaged up to the final onehalf turn with light finger pressure.
CAUTION: THE PRACTICE OF TIGHTENING FITTING LOCK NUTS WITH TUBE
ASSEMBLIES INSTALLED CAN RESULT IN DAMAGE TO THE TUBE WITH
POSSIBLE FAILURE OF THE TUBE ASSEMBLY.
In the event a tube does not align with the mating fittings, reposition the mating fittings to the
degree that proper alignment may be attained. Final tightening of these fittings must be
accomplished before the tube assembly is connected.
CAUTION: EXTREME CAUTION MUST BE OBSERVED WHILE HAND BENDING
PREVIOUSLY FORMED TUBES TO PREVENT EXCESSIVE FLATTENING OF
TUBES AT THE BEND RADIUS.
If proper alignment cannot be attained by repositioning mating flare tube fittings, bend the tube
sufficiently to provide alignment in the free state as specified. Accomplish all bending with the tube
removed from the engine. Adjustment of the fit may be accomplished by bending by hand at
principal bends. In the event the tube cannot be bent by hand, the tube must be clamped in a
fixture or device which will not scratch, indent, crimp, or mark the surface of the tube during the
bending operation. The flattened effect of the cross section of the tube as a result of the reforming
operation must not exceed 15 percent of the tube OD.
CAUTION: MAKE SURE NO LOOSE PARTICLES OF TORQUE PAINT ARE ALLOWED TO
ENTER THE TUBES OR FITTINGS.
WARNING: TUBING BNUTS USED IN INSTALLATIONS EXPOSED TO A HIGH DEGREE OF
VIBRATION AND PRESSURE SURGES ARE SUBJECT TO TORQUE
RELAXATION WHEN IMPROPERLY TIGHTENED.

USE ACCEPTABLE TECHNIQUES AND PRACTICES TO PREVENT TORQUE PAINT

OR TORQUE PAINT REMOVER FROM CONTACTING RUBBER OR PLASTIC MA-
TERIALS OR ENTERING EXPOSED AREAS.

When proper free state alignment is attained, complete the tubing installation by simultaneously
securing the coupling nuts. After all Bnuts are properly tightened to the correct torque values,
remove old torque paint marks to prevent confusion and excessive build up of paint. Apply a new
slippage mark (torque paint) of contrasting color approximately 0.063 inch (1.60 mm) wide
minimum. The mark shall extend down the side of the Bnut and onto the mating fitting. Install
necessary clamping. (Refer to 250B17F Illustrated Parts Catalog, Pub. No. GTP 52434, for
clamping requirements.) Make sure that the correct clamps are installed in the correct positions on
all tubing.
Bnuts shall be inspected for indications of slippage at 100 hour maintenance intervals.

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250B17F SERIES OPERATION AND MAINTENANCE

Table 603 (cont)

Item Occurrence Component or System Required

Action *
18 Oil spray on firststage wheel Turbine u
19 Oil System contamination Oil System ah, ai, aj
Propeller/Power turbine governor ay
NOTE: When the oil system is contaminated with carbon or metallic
particles, this inspection is not required if the engine has a
valid STC (Supplemental Type Certificate) or aircraft
manufacturer approved external scavenge oil filter which has
not bypassed.
20 Engine operated for more than 30 Oil System aj1
seconds without oil pressure
21 Engine inactive more than 5 days Compressor n
22 Engine inactive more than 45 days Oil system ak
Fuel system av
23 As dictated by performance Fuel control Pc filter ar
System Pc filter as
24 Vibration Compressor m
Gearbox ab
25 Engine submerged while in opera- Compressor h
tion Turbine s
26 On Condition Inspection Power and accessory gearbox ac
27 Known or suspected lightning Engine, general e
strike on aircraft Propeller general e
Propeller/Power turbine governor ay
28 First 50 hours of operation on Oil system al1
new, repaired, or overhauled Oil filter an
engine
29 Fuel Control System maintenance Fuel System av1
30 Fuel System Contamination Fuel pump ap, aq, at
(known high amounts of particles Fuel control
or microbiologicals) Fuel nozzle
* The letter designations in the Required Action column refer to the applicable Description of Inspection.

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250B17F SERIES OPERATION AND MAINTENANCE

FUEL AND CONTROL SYSTEM MAINTENANCE PRACTICES

1. General

WARNING: WATER OR CONTAMINATION IN THE FUEL CAN CAUSE FLAMEOUT OR POWER

LOSS.

WARNING: AIR LEAKS IN THE FUEL SYSTEM OR THE PNEUMATIC SENSING SYSTEM CAN
CAUSE FLAMEOUTS, POWER LOSS OR OVERSPEED.

WARNING: PERFORM A VACUUM CHECK OF FUEL SYSTEM LINES AND COMPONENTS

ANYTIME A FUEL SYSTEM COMPONENT IS REMOVED OR REPLACED TO ENSURE
NO ENGINE OR AIRFRAME FUEL SYSTEM LEAKS ARE PRESENT.

WARNING: FAILURE TO PROPERLY ASSEMBLE COMPONENTS/PARTS OF THE ENGINE

COULD RESULT IN AN ENGINE FAILURE.

WARNING: FAILURE TO PROPERLY INSTALL, ALIGN AND TIGHTEN FUEL, OIL, AND AIR
FITTINGS AND TUBES COULD RESULT IN AN ENGINE FAILURE.

WARNING: PROPER TIGHTENING OF ENGINE TUBING CONNECTIONS IS CRITICAL TO

FLIGHT SAFETY. CORRECT TORQUE VALUES MUST BE USED AT ALL TIMES.
EXCESSIVE TORQUE ON PNEUMATIC SENSING SYSTEM CONNECTIONS
RESULTS IN CRACKING OF THE FLARE CAUSING AN AIR LEAK WHICH CAN
CAUSE FLAMEOUT, POWER LOSS, OR OVERSPEED.

A. Fuel System Maintenance

Fuel system maintenance consists of checks, adjustment, cleaning, servicing, and replacement of
the various system components. These functions can be performed with common hand tools and
the recommended special service tools. Figure 201 illustrates the components which make up the
fuel system.

B. Fuel System Air Leaks

The two principal reasons for fuel system air leaks are loose lines and damaged or impaired fittings.

NOTE: Loose lines can develop from improperly tightened Bnuts. Damaged fittings are the
result of incorrect handling or improper installation procedures. Insufficient tightening of
the Bnut allows wear of the fitting through normal operating vibrations applied to a loose
flare.

(1) When a loose line is detected, proceed as follows:

(a) Remove the line and check the flares for wear, bends, dents, feathered edges or other
deformities.

(b) Inspect nipple portion of fitting for damage, grooves or wear. Detect grooves in the
mating surface by placing a small metal straight edge on the beveled surface and viewing
for gaps.

(c) Determine the cause of irregularities and take steps to correct the situation.

1 Tube clamping should be in accordance with the 250B17F Series Parts Catalog
(Publ. No. GTP 52434).

2 If a tube requires replacement, the fitting to which it mates should also be replaced.

(d) For detailed installation instructions, refer to Rigid Tube Inspection and Installation,
PARA 9., 720000, EngineServicing.

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